Do they all use similar pulse-style dosing pump technology? I assume that the issue is tied to that technique.
Espar B4L Heater not starting at Elevation
So I installed a Espar B4L in my 2020 transit, under the passenger seat and have a problem with the heater starting when I am at elevation.
I live in Boise ID, at around 3k feet elevation, when down here in the valley my heater starts 99% of the time without issues. When I travel to my local ski area around 6800K feet the heater NEVER starts first try and generally will take around 30+ minutes of trying to get the thing started. Once it does starts at elevation, it will run absolutely fine stopping and starting. When I got back down in elevation it also will always start fine, and then back up to elevation I again have the problem.
Ive completely taken apart the entire gas line from the pickup in the tank all the way to the heater, ensuring rise, fittings, etc are perfect... still have the same problem of getting it started at elevation.
Heatso has been sorta OK to work with, but I feel like they dont really know either. They will be sending me a new ECU (when they get them in a couple weeks).
Has anyone had this problem, is there a trick to getting it started I could use until i get the root cause sorted?
Appreciate any pointers!
I live in Boise ID, at around 3k feet elevation, when down here in the valley my heater starts 99% of the time without issues. When I travel to my local ski area around 6800K feet the heater NEVER starts first try and generally will take around 30+ minutes of trying to get the thing started. Once it does starts at elevation, it will run absolutely fine stopping and starting. When I got back down in elevation it also will always start fine, and then back up to elevation I again have the problem.
Ive completely taken apart the entire gas line from the pickup in the tank all the way to the heater, ensuring rise, fittings, etc are perfect... still have the same problem of getting it started at elevation.
Heatso has been sorta OK to work with, but I feel like they dont really know either. They will be sending me a new ECU (when they get them in a couple weeks).
Has anyone had this problem, is there a trick to getting it started I could use until i get the root cause sorted?
Appreciate any pointers!
321 - 323 of 323 Posts
I'd say that it is more about the fuel pump pulling the fuel causing negative pressure in the fuel line which enables cavitation. The thinner standpipe helps to mitigate cavitation since there is less space for the gas to expand and vaporize. In contrast, the vehicle fuel pump is located within the fuel tank and pushes the fuel causing positive pressure and does not have such problems.Do they all use similar pulse-style dosing pump technology? I assume that the issue is tied to that technique.
I don't know enough to say whether the pulse vs continuous flow type of fuel pump has an effect on this.
I don't either. But, intuitively, I suspect that peak delta velocity is part of the equation. I do know that cavitation is ultimately due to the pressure of the fluid dropping below its vapor pressure. It seems obvious that periodic sudden pulses of suction are more likely to produce this condition than the much smaller suction that a continuous pump would require to move the same total amount of fuel.I don't know enough to say whether the pulse vs continuous flow type of fuel pump has an effect on this.
I assume that the reason for the pulse pumps is that they serve two functions at once: they pump and they meter in one action. Separating these functions would be more expensive, but I suspect a continuous pump would be less susceptible to this problem, even if it were "pulling" rather than "pushing". 🤷♂️
321 - 323 of 323 Posts
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